tire

Abstract

The present invention aims to broaden the range of visual effects that can be expressed in decorative parts on the sidewall of a tire. [Solution] The tire of the present invention has a decorative portion formed on the sidewall portion, which has a plurality of recesses or protrusions, and the depth or height of the plurality of recesses or protrusions changes continuously in the tire radial direction and tire circumferential direction within the decorative portion, and at least a portion of the plurality of recesses or protrusions within the decorative portion is formed as a curved surface.

Description

Technical Field

[0001] The present invention relates to a tire.

Background Art

[0002] Conventionally, it has been proposed to form a decorative portion having a large number of dimples on the sidewall portion of a tire (see, for example, Patent Document 1). According to Patent Document 1, it is said that good durability and quietness are achieved by this configuration.

[0003] On the other hand, such a configuration also gives a visual effect due to a large number of dimples to the decorative portion of the sidewall portion.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] An object of the present invention is to widen the range of expression of the visual effect of the decorative portion of the sidewall portion of a tire.

Means for Solving the Problems

[0006] The gist configuration of the present invention is as follows. (1) A tire having a decorative portion having a plurality of concave portions or convex portions formed on a sidewall portion, wherein the depths or heights of the plurality of concave portions or convex portions continuously change in the tire radial direction and the tire circumferential direction within the decorative portion, and at least a part of the plurality of concave portions or convex portions within the decorative portion is formed of a curved surface. A tire characterized by this.

[0007] (2) The tire according to (1), wherein 90% or more of the total surface area of ​​the plurality of recesses or protrusions within the decorative part is formed as a curved surface.

[0008] (3) The tire according to (2), wherein 100% of the total surface area of ​​the plurality of recesses or protrusions within the decorative part is formed as a curved surface.

[0009] (4) The tire according to any one of (1) to (3) above, wherein the decorative part is formed by the plurality of recesses or protrusions changing parametrically in a predetermined direction.

[0010] (5) The tire according to any one of (1) to (4) above, wherein the portion of the decorative part formed by the plurality of recesses or protrusions does not have a portion with a constant depth or height. [Effects of the Invention]

[0011] According to the present invention, the range of visual effects that can be expressed in the decorative parts of the tire sidewall can be broadened. [Brief explanation of the drawing]

[0012] [Figure 1] This is a side view of an example of a tire according to one embodiment of the present invention. [Figure 2] This is a partial plan view showing an example of a decorative section. [Figure 3] This is a plan view showing an example of how decorative elements change parametrically. [Figure 4] This is a partial cross-sectional view showing an example of a decorative part. [Figure 5] This is a schematic cross-sectional view in the tire width direction showing an example of the arrangement of communication equipment. [Figure 6] This is a schematic cross-sectional view in the tire width direction showing an example of the arrangement of communication equipment. [Modes for carrying out the invention]

[0013] Embodiments of the present invention will be described in detail below with reference to the drawings. Note that the internal structure of the tire can be the same as that of conventional tires, so a detailed explanation will be omitted. For example, a tire may comprise a pair of bead portions, a pair of sidewall portions connected to the pair of bead portions, and a tread portion connected between the pair of sidewall portions. Furthermore, a tire may comprise a carcass that spans the pair of bead portions in a toroidal manner. Additionally, a tire may comprise a belt positioned radially outward on the crown portion of the carcass.

[0014] Figure 1 is a side view of an example of a tire according to one embodiment of the present invention. As shown in Figure 1, this tire 1 has a decorative section on the sidewall portion with letters, patterns, trademarks, etc. This tire 1 has a decorative section 2 having a plurality of recesses or protrusions (two in the illustrated example). In the illustrated example, the decorative section located between the two plurality of recesses or protrusions of the decorative section 2 is exemplified by the letters "ABC", "DEF", "GHI", "JKLMN", the trademark "X", and the tire size, but in reality, it can display a distinctive trademark (product name, series name, company logo, etc.) or the actual tire size.

[0015] Figure 2 is a partial plan view showing an example of a decorative part. Figure 4 is a partial cross-sectional view showing an example of a decorative part. As shown in Figures 2 and 4, the decorative part 2 has a plurality of recesses 3 (or protrusions). The recesses 3 are recessed portions relative to the outer surface 4 of the sidewall portion of the tire 1. These recesses 3 define the protrusions that project from the base surface 5 of the sidewall portion. Therefore, the decorative part 2 has a plurality of recesses 3 and a plurality of protrusions at the same time.

[0016] As shown in Figures 2 and 4, the depth (or height) of the multiple recesses 3 (or protrusions) within the decorative part 2 changes continuously in the radial and circumferential directions of the tire. In other words, the portion of the decorative part 2 formed by the multiple recesses 3 (or protrusions) does not have any portion with a constant depth (or height).

[0017] In addition, in the present embodiment, at least a part of the plurality of concave portions 3 (or convex portions) in the decorative portion 2 is formed with a curved surface. Preferably, 90% or more of the total surface area of the plurality of concave portions 3 (or convex portions) in the decorative portion 2 is formed with a curved surface, and more preferably, 100% of the total surface area is formed with a curved surface. Note that the portion other than the curved surface can be formed as a flat surface. Further, as a whole of the decorative portion 2, at least a part of the plurality of concave portions 3 (or convex portions) may be formed with a curved surface, and the concave portions 3 formed entirely with a flat surface may be included in the decorative portion 2.

[0018] FIG. 3 is a plan view showing an example in which the decorative portion parametrically changes. As shown in FIG. 3, in the decorative portion 2, it is preferable that the plurality of concave portions 3 (or convex portions) parametrically change in a predetermined direction. The "predetermined direction" can be, for example, the tire circumferential direction or the tire radial direction. Specifically, in the illustrated example, the concave portion 3 gradually (continuously) approaches a horizontally long shape from both ends toward the central portion.

[0019] Examples of parametric changes include changes in aspect ratio as described above, changes in the number of sides of a polygon, changes in the curvature of a shape having a curvature, changes in the roundness of a corner (gradually approaching a circular shape from a rectangular shape, etc.), changes in symmetry (changing from a symmetric figure to an asymmetric figure, or vice versa), changes in which a part of a circle is cut off (approaching a crescent shape from a circular shape, or vice versa), changes in the height of a vertex (the vertex of a square is extended in one direction and approaches a trapezoid or a triangle, etc.), changes in swelling or dent (in the shape of a pendulum weight as shown in FIG. 3, the width of the dent gradually becomes larger or smaller, etc.), and various other aspects can be cited. The parametric change may be a stepwise change (arranging a plurality of constant regions in a "predetermined direction" that does not parametrically change, parametrically changing them), or may be a continuous change. Hereinafter, the operation and effect of the tire of the present embodiment will be exemplified and described.

[0020] In this embodiment, the tire 1 has a decorative portion 2 on the sidewall having a plurality of recesses 3 (or protrusions), the depth or height of the plurality of recesses 3 (or protrusions) continuously changes in the tire radial direction and tire circumferential direction within the decorative portion 2, and at least a portion of the plurality of recesses 3 (or protrusions) within the decorative portion 2 is formed as a curved surface. With this configuration, the recesses 3 are not separated by a land area of ​​a certain height, but rather appear to be directly adjacent to each other. As a result, compared to the case where the recesses 3 are separated by a land area of ​​a certain height, the impression of each individual recess 3 is weakened, and the overall impression of the decorative part 2 is relatively enhanced. Furthermore, when the recesses 3 are separated by a land area of ​​a certain height, it may give the impression that something has been gouged out, but with the configuration of this embodiment, such an impression can be mitigated. In addition, when the recesses 3 are separated by a land area of ​​a certain height, the pattern of the land area may stand out, and if the shape of the land area is determined by an irregularity such as a Voronoi tessellation, such an irregular land area may stand out and create an unnatural appearance, but in this embodiment, a land area with width is not formed, so such concerns can be eliminated. Furthermore, if there is a land area, the visual effect will be a mixture of the land area and the recess 3, but in this embodiment, the visual effect of the recess 3 can be focused on (and as mentioned above, this is the visual effect of the decorative part 2 as a whole, not each individual part). Also, if there is a land area, the land area becomes a discontinuous part with respect to the recess 3, making it difficult to adjust the contrast of the decorative part 2 during the design phase, but in this embodiment, a land area of ​​such width is not formed, and the depth of the recess 3 changes continuously, making it easy to adjust the contrast. Furthermore, since at least some of the multiple recesses 3 (or protrusions) within the decorative part 2 are composed of curved surfaces, a smooth gradient effect can be given to the entire decorative part 2. Furthermore, by preventing the formation of prominent land areas and making each individual recess 3 less noticeable, the overall impression of the decorative section 2 can be moderately weakened, allowing attention to be drawn to other decorative sections that you want to stand out the most. As described above, the tire 1 of this embodiment provides a different visual effect from conventional tire 1, thereby broadening the range of visual effect expression for the decorative part 2 on the sidewall of the tire 1.

[0021] It is preferable that 90% or more of the total surface area of ​​the multiple recesses 3 or protrusions within the decorative part 2 is formed as a curved surface, and it is more preferable that 100% of the total surface area is formed as a curved surface. This is because it is possible to give the decorative part 2 as a whole an even smoother gradient effect.

[0022] Preferably, the decorative part 2 has multiple recesses 3 (or protrusions) that change parametrically in a predetermined direction. This is because it provides a visual effect that is different from the conventional, thereby further expanding the range of expression of the visual effect of the decorative part 2 on the sidewall of the tire 1.

[0023] In the example shown in Figure 2, the recess 3 is weight-shaped in plan view (a shape in which the width of the central part is smaller than the width of both ends in the longitudinal direction, resulting in a recess), but it is not limited to this case and can be any planar shape. Examples include circular, elliptical, polygonal, star-shaped, leaf-shaped, etc., in plan view. Furthermore, the weight shape in the illustrated example is a complementary shape, configured such that both longitudinal ends of one recess 3 fit into the recess in the longitudinal center of an adjacent recess 3 (rotated approximately 90°). Thus, it is also preferable for the planar shape of the recess 3 to be a complementary shape. The recesses 3 are arranged in multiple rows. Within the same row, in this example, adjacent weight shapes are rotated approximately 90° alternately so that they fit together complementaryly. In adjacent rows to one row, the weight shapes are offset by one pitch (the width of one weight) from the row in question, so that adjacent weight shapes fit together complementaryly even between rows.

[0024] The maximum diameter of the recess 3 in a plan view (the maximum distance between two points on the contour line of the recess 3) is not particularly limited, but can be, for example, 3.0 to 30.0 mm.

[0025] As shown in Figure 4, it is preferable that the maximum height h of the protrusion partitioned by the recess 3 from the base surface 5 is smaller than the height H of the sidewall portion from the base surface 5 to the outer surface 4. The ratio h / H can be, for example, 0.25 to 0.90, although this is not particularly limited. The minimum depth d (=Hh) of the recess 3 can be, for example, 0.01 to 0.40 mm, although this is not particularly limited.

[0026] The number density of recesses 3 in the decorative part 2 is not particularly limited, but for example, 0.5 to 8 recesses / cm 2 It can be done this way. The recess 3 can be formed to consist of one or more arcs in cross-sectional view. In the case of a single arc, or when multiple arcs are approximated into a single arc by the least squares method, the radius of curvature of the recess 3 is not particularly limited, but can be, for example, 10 to 250 mm.

[0027] The following describes examples of communication device placement. Figure 5 is a schematic cross-sectional view in the tire width direction showing an example of communication device placement for passenger car tires. Figure 6 is a schematic cross-sectional view in the tire width direction showing an example of communication device placement for truck and bus tires.

[0028] The tire may be equipped with RF tags as communication devices 100, 200. The RF tag comprises an IC chip and an antenna. The RF tag may be positioned, for example, sandwiched between multiple identical or different components that make up the tire. This makes it easier to attach the RF tag during tire production and improves the productivity of tires equipped with RF tags. In this example, the RF tag may be positioned, for example, sandwiched between a bead filler and other components adjacent to the bead filler. The RF tag may be embedded within one of the components that make up the tire. This reduces the load on the RF tag compared to when it is sandwiched between multiple components that make up the tire. This improves the durability of the RF tag. In this example, the RF tag may be embedded within a rubber component such as the tread rubber or side rubber. It is preferable that RF tags are not placed at locations that are boundaries between members with different rigidities in the peripheral length direction, which is the direction along the outer surface of the tire in a cross-sectional view in the tire width direction. By doing so, RF tags are not placed at locations where strain is likely to concentrate due to rigidity differences. Therefore, the load applied to RF tags can be reduced. This improves the durability of RF tags. In this example, it is preferable that RF tags are not placed at locations that are boundaries between, for example, the end of the carcass and a member adjacent to the end of this carcass (e.g., side rubber) in a cross-sectional view in the tire width direction. The number of RF tags is not particularly limited. A tire may have only one RF tag, or it may have two or more RF tags. Here, RF tags are used as an example of a communication device, but other communication devices may be used.

[0029] The RF tag may be placed, for example, on the tire tread. In this way, the RF tag will not be damaged by a tire side cut. The RF tag may be positioned, for example, in the center of the tread in the tire width direction. The center of the tread is a position where flexing is less likely to concentrate in the tread. This reduces the load on the RF tag, thereby improving its durability. It also suppresses differences in communication with the RF tag from both outer sides of the tire in the tire width direction. In this example, the RF tag may be positioned, for example, within a range of half the tread width centered on the tire equator in the tire width direction. The RF tag may be placed, for example, at the tread edge in the tire width direction. If the position of the reader that communicates with the RF tag is predetermined, the RF tag may be placed, for example, at one tread edge closest to this reader. In this example, the RF tag may be placed, for example, within a quarter of the tread width in the tire width direction, with the tread edge as the outer edge.

[0030] The RF tag may be positioned on the inner side of the tire cavity, for example, beyond the carcass, which includes one or more carcass plies that span between the bead portions. This makes the RF tag less susceptible to damage from impacts applied from outside the tire, such as side cuts or nail punctures. As an example, the RF tag may be positioned in close contact with the inner surface of the carcass facing the inner cavity. As another example, if there is another component on the inner side of the tire cavity beyond the carcass, the RF tag may be positioned, for example, between the carcass and the other component located on the inner side of the carcass facing the inner cavity. An example of another component located on the inner side of the tire cavity beyond the carcass is the inner liner that forms the inner surface of the tire. As yet another example, the RF tag may be attached to the inner surface of the tire facing the inner cavity. By configuring the RF tag to be attached to the inner surface of the tire, it becomes easier to attach the RF tag to the tire and to inspect and replace the RF tag. In other words, the ease of attachment and maintenance of the RF tag can be improved. Furthermore, by attaching the RF tag to the inner surface of the tire, it is possible to prevent the RF tag from becoming the core of tire failure, compared to a configuration where the RF tag is embedded inside the tire. Furthermore, if the carcass has multiple carcass plies and there are positions where multiple carcass plies overlap, the RF tag may be placed between the overlapping carcass plies.

[0031] The RF tag may be positioned, for example, on the tire tread, outside the belt, which includes one or more belt plies, in the radial direction of the tire. For example, the RF tag may be positioned outside the belt in the radial direction of the tire, in close contact with the belt. Another example is when a reinforcing belt layer is provided, the RF tag may be positioned outside the reinforcing belt layer in the radial direction of the tire, in close contact with the reinforcing belt layer. Yet another example is when the RF tag is embedded in the tread rubber, outside the belt in the radial direction of the tire. By positioning the RF tag outside the belt in the tire tread, communication with the RF tag from the outside of the tire in the radial direction is less likely to be hindered by the belt. Therefore, communication with the RF tag from the outside of the tire in the radial direction of the tire can be improved. Furthermore, the RF tag may be positioned, for example, in the tire tread area, radially inward from the belt. In this way, the outer side of the RF tag in the radial direction of the tire is covered by the belt, making the RF tag less susceptible to damage from impacts from the tread surface or nail punctures. As an example, the RF tag may be positioned in the tire tread area between the belt and the carcass located radially inward from the belt. Furthermore, if the belt has multiple belt plies, the RF tag may be positioned between any two belt plies on the tire tread. In this way, the outer side of the RF tag in the radial direction of the tire is covered by one or more belt plies, making the RF tag less susceptible to damage from impacts from the tread surface or nail punctures.

[0032] The RF tag may be positioned, for example, sandwiched between the cushioning rubber and the tread rubber, or between the cushioning rubber and the side rubber. In this way, the impact on the RF tag can be mitigated by the cushioning rubber. Therefore, the durability of the RF tag can be improved. Furthermore, the RF tag may be embedded, for example, within the cushion rubber. The cushion rubber may also be composed of multiple adjacent rubber members of the same or different types. In such cases, the RF tag may be positioned sandwiched between the multiple rubber members constituting the cushion rubber.

[0033] The RF tag may be placed, for example, in the sidewall or bead area of ​​the tire. The RF tag may be placed, for example, in the sidewall or bead area on one side that is closer to the reader that can communicate with the RF tag. This improves the communication between the RF tag and the reader. As an example, the RF tag may be placed between the carcass and the side rubber, or between the tread rubber and the side rubber. The RF tag may be positioned, for example, between the position of the tire's maximum width and the position of the tread surface in the tire's radial direction. This configuration improves communication with the RF tag from the outside of the tire in the tire's radial direction compared to a configuration where the RF tag is positioned inside the position of the tire's maximum width in the tire's radial direction. The RF tag may be positioned, for example, radially inward from the point of maximum tire width. This positioning places the RF tag near the highly rigid bead, thus reducing the load on the RF tag and improving its durability. As another example, the RF tag may be positioned adjacent to the bead core in either the radial or widthwise direction. Strain is less likely to concentrate near the bead core, further reducing the load on the RF tag and improving its durability. In particular, it is preferable that the RF tag be positioned radially inward from the point of maximum tire width, and radially outward from the bead core of the bead portion. This improves the durability of the RF tag, and also makes communication between the RF tag and the reader less likely to be hindered by the bead core, thereby improving the communication performance of the RF tag. Furthermore, if the side rubber is composed of multiple identical or different rubber members adjacent to each other in the radial direction of the tire, the RF tag may be positioned sandwiched between the multiple rubber members that make up the side rubber.

[0034] The RF tag may be positioned sandwiched between the bead filler and a component adjacent to the bead filler. This allows the RF tag to be placed in a location where strain is less likely to concentrate due to the placement of the bead filler. Therefore, the load on the RF tag can be reduced, thereby improving the durability of the RF tag. The RF tag may be positioned, for example, sandwiched between the bead filler and the carcass. The portion of the carcass that sandwiches the RF tag together with the bead filler may be located either on the outside or inside of the tire width direction relative to the bead filler. If the portion of the carcass that sandwiches the RF tag together with the bead filler is located on the outside of the tire width direction relative to the bead filler, the load on the RF tag from impacts and damage from the outside of the tire in the tire width direction can be further reduced. This can further improve the durability of the RF tag. Furthermore, the bead filler may include a portion positioned adjacent to the side rubber. In such a case, the RF tag may be positioned sandwiched between the bead filler and the side rubber. Furthermore, the bead filler may include a portion positioned adjacent to the rubber chafer. In such a case, the RF tag may be positioned sandwiched between the bead filler and the rubber chafer.

[0035] The RF tag may be positioned sandwiched between a stiffener and a member adjacent to the stiffener. This allows the RF tag to be placed in a location where strain is less likely to concentrate due to the stiffener's placement. Therefore, the load on the RF tag can be reduced, thereby improving the durability of the RF tag. The RF tag may also be positioned, for example, sandwiched between a stiffener and a side rubber. Furthermore, the RF tag may be positioned, for example, sandwiched between the stiffener and the carcass. The portion of the carcass that sandwiches the RF tag together with the stiffener may be located either on the outside or inside of the tire width direction relative to the stiffener. If the portion of the carcass that sandwiches the RF tag together with the stiffener is located on the outside of the tire width direction relative to the stiffener, the load on the RF tag due to impacts or damage from the outside of the tire in the tire width direction can be further reduced. This can further improve the durability of the RF tag. The stiffener may include a portion positioned adjacent to the rubber chafer. In such a case, the RF tag may be positioned sandwiched between the stiffener and the rubber chafer. The stiffener may have a portion adjacent to the hat rubber on the outer side in the tire width direction. In such a case, the RF tag may be positioned sandwiched between the stiffener and the hat rubber. The stiffener may be composed of multiple rubber members with different hardnesses. In such a case, the RF tag may be positioned sandwiched between the multiple rubber members that make up the stiffener. The RF tag may be positioned sandwiched between a hat elastic and a component adjacent to the hat elastic. For example, the RF tag may be positioned sandwiched between a hat elastic and a carcass ply. In this way, the impact on the RF tag can be mitigated by the hat elastic. Therefore, the durability of the RF tag can be improved.

[0036] The RF tag may be positioned, for example, sandwiched between a rubber chafer and a side rubber. This allows the RF tag to be placed in a location where strain is less likely to concentrate due to the placement of the rubber chafer. Therefore, the load on the RF tag can be reduced, thereby improving the durability of the RF tag. The RF tag may be positioned, for example, sandwiched between a rubber chafer and a carcass. This reduces the load on the RF tag from impacts and damage from the rim, thereby improving the durability of the RF tag.

[0037] The RF tag may be positioned sandwiched between a nylon chafer and another adjacent member on the outer or inner side of the nylon chafer in the tire width direction. This arrangement makes it less likely for the RF tag's position to shift during tire deformation. Therefore, the load on the RF tag during tire deformation can be reduced, thereby improving the durability of the RF tag. The nylon chafer may, for example, have a portion adjacent to the rubber chafer on the outer side in the tire width direction. In this case, the RF tag may be positioned sandwiched between the nylon chafer and the rubber chafer. The nylon chafer may, for example, have a portion adjacent to the side rubber on the outer side in the tire width direction. In this case, the RF tag may be positioned sandwiched between the nylon chafer and the side rubber. The nylon chafer may, for example, have a portion adjacent to the stiffener on the inner side in the tire width direction. In this case, the RF tag may be positioned sandwiched between the nylon chafer and the stiffener. The nylon chafer may also have a portion adjacent to the hat rubber on the inner side in the tire width direction. In this case, the RF tag may be positioned sandwiched between the nylon chafer and the hat rubber. Furthermore, the nylon chafer may, for example, have a portion adjacent to the carcass on the inner side in the tire width direction. In this case, the RF tag may be positioned sandwiched between the nylon chafer and the carcass. Furthermore, the nylon chafer may, for example, have a portion adjacent to the wire chafer on the inner side in the tire width direction. In this case, the RF tag may be positioned sandwiched between the nylon chafer and the wire chafer. Thus, the RF tag may be positioned sandwiched between a nylon chafer and another adjacent member on the outer or inner side of the nylon chafer in the tire width direction. In particular, by covering the outer side of the RF tag in the tire width direction with the nylon chafer, the load applied to the RF tag due to impacts and damage from the outside of the tire in the tire width direction can be further reduced. Therefore, the durability of the RF tag can be further improved.

[0038] The RF tag may be positioned sandwiched between the wire chafer and another component adjacent to the wire chafer on the inner or outer side in the tire width direction. This arrangement makes it less likely for the RF tag's position to change during tire deformation. Therefore, the load on the RF tag during tire deformation can be reduced, thereby improving the durability of the RF tag. The other component adjacent to the wire chafer on the inner or outer side in the tire width direction may be, for example, a rubber component such as a rubber chafer. Alternatively, the other component adjacent to the wire chafer on the inner or outer side in the tire width direction may be, for example, a carcass.

[0039] A belt reinforcing layer may be further provided on the radially outer side of the belt. For example, the belt reinforcing layer may consist of a cord made of polyethylene terephthalate wound continuously in a spiral shape in the circumferential direction of the tire. Here the cord is 6.9 × 10 -2 The belt is treated with adhesive under a tension of N / tex or higher, and its modulus of elasticity at a load of 29.4N measured at 160°C may be 2.5mN / dtex·% or higher. Furthermore, the belt reinforcement layer may be arranged to cover the entire belt or to cover only the ends of the belt. In addition, the winding density per unit width of the belt reinforcement layer may differ at different positions in the width direction. By doing so, road noise and flat spots can be reduced without reducing high-speed durability. [Explanation of symbols]

[0040] 1: Tires, 2: Decorative part, 3: recessed, 4: Outer surface, 5: Base surface, 100, 200: Communication equipment

Claims

1. A tire having a decorative part with multiple recesses or protrusions formed on the sidewall, The plurality of recesses or protrusions within the decorative portion have a continuously changing depth or height in the tire radial direction and tire circumferential direction. A tire characterized in that at least a portion of the plurality of recesses or protrusions within the decorative portion are formed with curved surfaces.

2. The tire according to claim 1, wherein 90% or more of the total surface area of ​​the plurality of recesses or protrusions within the decorative part is formed as a curved surface.

3. The tire according to claim 2, wherein 100% of the total surface area of ​​the plurality of recesses or protrusions within the decorative portion is formed as a curved surface.

4. The tire according to claim 1 or 2, wherein the decorative portion is formed by the plurality of recesses or protrusions changing parametrically in a predetermined direction.

5. The tire according to claim 1 or 2, wherein the portion of the decorative part formed by the plurality of recesses or protrusions does not have a portion with a constant depth or height.

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